Closure operating and locking device



March 14, 1933. P, R, FORMAN 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE Original Filed Oct.v 22, ,1950 l2 Sheets-Sheet 1- Par-is R. F0 rman BY nA/L/ lATT NEYs,

March 14, 1933. P. R. FORMAN CLOSURE OPERATING AND LOCKING DEVICE Original Filed OCT.. 22. 1930 l2 Sheets-Sheet 2 m mm b March 14,A 1933. P. R. FORMAN 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE Original Filed Oct.. 22, 1930 l2 Sheets-Sheet 3 INVENTOR BY his ATTORNEYS. Q2 .Q/Z

March 14, 1933. P R FORMAN, 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE Original Filed Oct. 22, 1950 12 Sheets-Sheet 4 f l l l l I l l l NVENTOR Pans R. Frrnqn March 14, 1933. P. R. FORMAN 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE Original Filed Got. 22, 1930 l2 Sheets-Sheet 5 INVENTOR /afls R- Fbrman BY his ATTORNEYS,

March 14, 1933. P. R. FORMAN 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE Original Filed Oct. 22, 195D l2 Sheets-Sheet 6 INVENTOR papis R. Formar? 56 BY H16 ATTORNEYS. Qdi?) ol/QL March 14,. 1933. Y

original Filed Cot.. 22, 1950 P. R.'FORMAN CLOSURE OPERATING AND LOCKING DEVICE l2 Sheets-Sheet 7 INVENTOR Paris R. Fr'man 'BY @d @uw March 14, 1933. P. R. FORMAN 1,901,711

CLOSURE OPERATING ND LOCKING DEVICE Original Filed Oct. 22, 1930 12 Sheets-Sheet 8 .los

los

` lNvENToR Par/5 R fbrman BY his ATTORNEYS.

March 14,1933. R'FORMAN 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE 1D V INVENTOR' P0775 farma" BY /7/'6 ATTORNEYS. @L3 QL/X March 14, 1933. P. R. FORMAN cLosURE OPERATING AND LOCKING DEvxcE originl Filedloct. 22, 1930 12 Sheets-Sheet 10 INVENTOR /Dafl' R Forman BY hl' ATToRNEY. LQ

P. R. FORMAN Original Fl'ed Oob. 22, 1930 March 14, 1933.

CLOSURE OPERATING AND LOCKING DEVICE can Mrch 14, 1933. F` R FORMAN 1,901,711

CLOSURE OPERATING AND LOCKING DEVICE Original Filed OCT,.- 22, 1930A l2 Sheets-.Sheet l2 NVENTOR /Darvs R. Forman BY g l ATTOR Y5 ria Patented Mar. 14, 1933 ltaarten sraresI rara Nr oFricE PARIS R. FORMAN, OF RAHWAY, NEW JERSEY, ASSGNOR TO NATIONAL PNEUMATIC cLosUB-n OPERATING ANDy Looxrnel DEVICE Original application filed October 22, 1930, Serial No.

- 1931. Serial This invention relates to improvements in pneumatic engines and the combination with doors to be operated thereby. i

One of the objects of this invention isto provide a new and novel form of pneumatic engine in conjunction with control valves therefor and a locking mechanism in the form of a unitary structure.

A further object of thisinvention is the provision of pneumatic engines in combination with doors having connections between them to permit the doors to yield during closing if they should strike an obstruction so that the doors stop even though the engine continues to urge them to closed position.

A further object of this invention is to provide such connections of a nature that if a person is caught in the doors the doors may be manually forcedapart to permit his` release. e

A further object of this invention is the provision of manually actual means forming part of the engines by means of which the doors may be opened sufficiently thereby so that they can be fully opened thereafter by direct pressure thereon.

Another object of this invention is the provision of pneumatic engines having manually actual means for operating them independently of the normal controls therefor to open the doors especially in an emergency.

A further object of the invention involves a mechanism forming part of the pneumatic engine of this invention by means of which the doors may rst be unlocked manually before they areopened either manually or by means ci the engines. l y

A still further object of this invention is the provision of pneumatic motors so con'- structed that they may be readily applied to vehicles having a plurality of doors on each side comprising oppositely slidable sections.

A more specific object of the inventiony is the provision of a pneumatic engine for operating the last section of the end doors of the car. f

Another specific object of the invention is the provision of a pneumatic engine constructed to operate the intermediate sections of the remainingdoors.

490,459.Y Dividedand this application filed July 24, No. 552,902.

i These and many other objects as will appear fromfthe following disclosure are suc- Acessfully obtained by Vmeans of this inveny tion.

This invention resides substantially in the combination, construction, arrangement and relative location of parts all as will be set forth in greater detail below.

' `This `application is a division of co-l pending application Serial'No. 490,459'1iled October 22, 1930 for door -control system.

Referring to the drawingsi y Figure `l is an end elevational View of an end door engine; n

Fig. 2 isla top plan` view of the endl door engine; i

Fig. 3 is an end elevational view of this engine from the end opposite to that shown in Fig. l;

Fig. 4 is a side elevational view of ,this engine; f

Fig. 5 is a side elevational view of this engine from the side opposite to that'illustrated in Fig. 4;

Fig. 6 is'an enlarged 'elevational view of the signalling control switch. This switch, which is mounted Von both the end door engines and the center door engines isof the same construction in both cases;

Fig. is a side elevational view lof this switch taken on a' cross-sectional plane through the side of the switch casing;

,Figa 8 is a cross-sectional view taken on the line 87-8 of Fig. 6 ;l f

Fig. 9 is an elevational View of the large cylinder head;

Fig. 10 is va side view of this head; i

Fig. 11 isa cross-sectional view taken on the line ll-ll of Fig. 9;

Fig.' l2 is a vertical cross-sectional view of the electro-magnetically operated control valve for the engines;

Fig 13 is a similar but enlarged view with some parts broken away of the electro-magi netic control valve for like operating means;

Fig. v14 is a top plan view of the center door engine;

Fig. 15 is a side elevational view of this engine;

Fig. 16 is a vertical longitudinal crosssectional view throughthe cylinders ofthis v engine locking mechanism for theV center door'en-` Fig. 17 is an end elevational view of the center door engine; j j Fig. 18 is a vertical cross-sectional view taken on the line 18e-18 of Fig. 15;

Fig. 19 isY an enlarged detail view of the gine andv Fig'. 20 is a cross-sectional View talzenon the line 20-20 of Fig. 19. p

The nature yof this invention will be particularly describedinconnection with pas-A senger vehicles of the type employed,"for eX- ample, in modern subway systems. `The invention is not limited -tosuch a eld4 of use but is Vdescribed in connection therewith as one Jform which it may take. y y The engines of this invention have'been illustrated in a form which adapts them :tor use on passenger vehicles having a plurality of doors on each side comprising absolutely doors on each side.

ybe employed-one vslidable sections,V it being assumed lfor purthat each car has four For such a layout vtw o end door engines vwould be employed each operating the last section of the last `door on each side. Three center door engines would mounted between the first and'vsecond doors', another between the second and third, and another 1between the third and fourth doors. Each center door engine poses of explanation is connected to the adjacent sections of adjar locking the doors tions.

drawings. The engines copending application noted above.

cent doors so that each operates two door secf i All this will be apparent fromthe detailed description in connectionwithy the disclosed inl this application Aare pneumatic engines land preferably of the differential type. c v f The engines comprise as unitary structures the engine, proper locking, mechanismv for closed position and signalling mechanism for contro-lling` signal Vcircuits'y for indicating not Y only when the doors are closed but also when th-ey are locked. The association of these engines lwith the necessary control and sigis fully disclosed in my The 'complete system forms no ypart of this invention'since it is yrestricted to the engine structures.

nalling apparatus c End vdoor engine Y v' lhefe'nd'door engine is shownlin full de-y tail in Figs. 1Ato 13 inclusive. It vcomprises to beoperatedthereby in the small cylinder?) through a cushioning de vice 7 or which many forms are known in the art. Pipe GeXtends to a T 8 which, in turn, is connected by pipe 9 to nipple 5a as shownin Fig;` 2. The T is connected by vpipe 10 to the electro-magnet valve `11 which will be describedA in detail later. This valve is also connected connection 12 to a lock cylinder 19.`v At 13 is another form of. valve to vwhich the pipe Afrom? the fluid Vpressure `source is connected.A The outlet of this valve is connected to an air strainer 14: of any suitable form which in turn, is connected by the coupling device 15'to pipe/16. Pipe 16 is connected by an L17 `to the nipple y50. The electroemagnet valve'18ismounted on the large cylinder head 5. The various passages f in the electro-magnet valves and in the cylin-j der head 5 willV be described in' detail later. The lock cylinder 19 is an ordinary cylin- Ader having a? piston therein, a piston rod eX` tending .from the cylinder and connected to a closely wound' coilV spring 20. Within the lock cylinder'is a coil springlying between the forward face oi'' the piston therein and 1.

the forward end or the cylinderto normally urge the piston towards the rear end of the cylinder. The closely woundspring 20 provides a flexible connection to a lever 22 at 23 pivotally supported on the base 1 at 21. @ne

end of the'lever22'is pivotally connected by Y a linl;A 24 to a latch lever 275 whichlilrewise 1s pivotally supported upon the base at 2G. The loclrlever 251s provided with a-right angle extension 27- having a rounded nose as shown. A calin lug 28 is mounted uponthe lock lever and depends therefroml as clearly shown in'Fig. t. 'At 29 are bored standards mounted on the base in which is slidably mounted an L shaped rodY provided with a collar 82 betweenwhi'ch'andone of the studs 29 a coil spring 31 lies. The endof rod 30 is provided with a longitudinally adjustable screw 33 which may be locked at any position on the rod. The rear edge of thek section or the end door operated by the end door engine is shown in Fig. 2 at El). It will be remembered that this is a top plan view of Lthe mechanism associated with the door looking down on the top edge or the door. The rear edge of the door section is provided with a vertically extending channel 34 and a rearwardly horizontally extending arm 85. The engine is mounted with respectto the door so that the arm 35 is in the path o'f the locking lever 25 when it is extended to locking position as shown in Fig. 2. A stop 36 formed on the base limits the movement of this locking lever into locking position.

` The central' casing 2 is provided with a hub 37 within which is Vjournaled a transverse shaft' 38. One end' ofthis shaft is provided with a collar 39 to which are secured the oppositely extending arms 40. Mounted on these armsis a channel 41 in cross-section q1.. LiL' clearly Vshown in Fig. 3 and in longitudinal form shown in Fig. 4. Slidably mounted in the channel 41 is a bar 42 which is provided on its outer end with a roller 43 which operates in the vertical channel 34. Secured to the bar 42, as is particularly' clear from Fig. 4, the bored lugs 44 and 45. Lug 4 4 is permanently secured to one of the arms 40 and lug` 45 is permanently secured to the slidable bar 42. A rod 46 has a sliding fit with the hole in the lug 44 and is locked to lug 45 by means of locking nuts. A coil spring 47 is mounted on the rod 46 and resists sliding movement of bar 42 in channel 41 as is clear in Fig. 4.

Slidably mounted in a suitable trap formed in the base plate 1 is a sliding bar 48 which is provided with a recess 49 on its upper surface in which the rounded end 50 of lever 22 operates. The function of this bar will be described later.

Mounted on the projecting end of shaft 32 isa collar 52 provided with va handle 53. This collar is cut away to provide a lug 50 which moves in the path of a pin 51 permaently secured in the end of shaft 38. Collar 52 is provided with a depending cam 55 as shown in Figs. 3 and 5. At 56 is a switch casing provided with a removable cover 57 held in place by means of wing nut 57 a.. The switch structure within this casing is clearly shown in Figs. 6, 7 and 8. A yoke 58 mounted the central casing 2 provides a lsupport for the pin 60 on rwhich the lever 59 o. llates. The lever 59 is provided with an upwardly projecting extension 61 which is provided with an adjustable screw 62 which cooperates with the cam 55. Mounted on lever 59 and insulated therefrom is a contact pin 63 which may be moved into engagement with the resilient contacts 64 and 65 mounted on the' insulating support 66. The contacts 64 and 65 are pivotally mounted on pins 68 mounted on the conducting supports 67. i pigtail interconnects the contacts 64 and 65 with the supports 67 to provide good electrical Contact therebetween. Studs 7 0 mounted on the support-s 67 extend through the contacts 64 and 65 and are provided with springs 71 to hold the contacts in an outward position as shown in Fig. 8 against the stops 72 as shown. The wires 7 3 are connected to the supports 67 and extend to the circuits controlled by the switch as shown in detail in the above mentioned copending application. As shown in Fig. 6 lever 59 is pivotally connected to the slidable bar At 74 is a suitable pipe connection by means of which oil may be introduced into the guide track or the sliding bar 48 to effect lubrication thereof. At 75 is a support formed on the base plate for a snap switch 76. A wire 77 extends from one of the terminals or the solenoid winding of magnet valve 18 to one of the contacts of the snap switch. l, The other terminal ofI this winding is grounded in usual practice. The Wires 73 of the switch mechanism alsovextends to the snap switch. 76 as shown in Fig. 2.

' The cylinder head for the large 'cylinder 4v asshown in detail in Figs. 9, 10 and 11 I consists of a suitably formed plate 5 provided witha seat 80 on the facethereof'opposite to the base which is secured' to the end Onfthis base is mounted of the cylinder. magnet valve 18 which is formed with a complementary seat to lit thereon. i The head is provided with a central passage 81 extending all the way therethrough so. as' to open into the cylinder when the head is applied thereto. Extending transversely between the bored nipples 5a to 5b is a passage 82 which is closed by means of a plug 86. The passage is connected by a right angle passage comp'risingthe portions 83 and 84. The portion 83 is closed by means of a plug 85. The portion 84 opens as shown in Fig. 9 through the seat 80. l l

.The construction 'of 'the electro-magnet valves 18 and l1 is shown in detailin Figs.

12 and 13. Each valve comprises a casing 90 i having an insulating covering 91. Within the casing is a suitably formed insulating spool 92 on which the solenoid Winding 93 is mounted. The lower end of the .i spooll is closed by means of a pole piece 96 in which a Avalve rod 97 is slidablymounted. At 94 is a slidable plunger attractable by the poleV piece 96when 'magnetized The vplunger may be manually operated by means otra. pin which extends throughl the cover. Both valves are of the same construction up to this point. L 'y 1 The casing 90 of valve 18is provided with a bored extension` 98 whichisfclosed :by a

plug 99 provided with 'apassage 100 extendf'v ing to the upper end thereof and provided w-itha conicalseat as shown.; Passage 100 is connected by passage101toa nipple 84CA The valve rod 97 is provided at its lower end with avalve 102 which cooperates with the seat on the plug 99. A spring'103 is provided to normally hold the rod inthe position shown with valve 102 unseated. A central bored plug 104 is mounted within the extension as shown and it, likewise, is pro` vided'with a conical seat cooperating with a second valve on the valve stem. The space above the plug 104 is in communication with the atmosphere throughthe exhaust ports 106. The space between plugs 99 and 104 is connected to a nipple 81 bypassage 105.V

The left face of the extension kof valve 18 provides a seat which rests againstthe seat 80 of the cylinder headl 5. Nipple, 81 lits into port 81 .and nipple 84 lits :into port 84.

The casing 90 of magnet valve 1l is also provided with a suitable bored extension98 closed by va plug 99 which is connected; by

by means of a spring 98.

' 109 is provided which is also centrally boredA passages -107to theVv nipple 10. WithinY the extensionlis a central bored plug 108 provided.l with a conical sea-t at itslower `end for cooperation with` a valve mounted' onvv the valve stem 97. rlfhe valve stem is nor mally held as'v before in the position shown Another plug andpr'ovided with ka Lconical seat on its upper surface'whicli cooperates with a second- The space betweenV valve on the valve stem. p1ugs'108'rand1l09 is connectedto nipple 12 by passage'llO. Y Nipple 10 is connectedto i vthe pipe 10 of Fig. v2 and nipple 12 connects tothe passagein vconnection'12 of Fig. l2.

Electro-magnet valve 18 is known in the art as the exhaust type and electro-magnet" Vvalve 11-is known in the art as the pressure` type. Both of these valves are well known in various forms. v

The internal construction-- of thefengines e is shown in Fig. 16.k This construction vis thev same for both types; The transverseshaft 38 is shown extending through the casling' A2and provided with a segmental gear 38.. Within the cylinders 3 and Y4 are the pistons 123 and 124 rigidly unitedby a piston rod 125 `which extends through openings y inthe casing 2; The upper surface of the pistonV rod is provided-with gear teeth 126 which mesh with'lthe teeth 'of the segmental gear 38a. The piston rod is provided with a longitudinal bore 'which 'does `fnotextend fss all .the vway therethrough, lwithin which a small plunger 127 operates. Between this plunger and the bottom of the recess is a,

coilV spring 128. 'The Aplunger is provided with an extending rod 129 to the outer end of which is secured a washered cup 130. A portion of the head 5 is provided with an upstandingseat 131 for cooperation with the washer on the rod 129. Passage 81 normally opens directly into cylinder4 but when thefwa'sher seats on the edge oi cup 130 it is only in 'communicationv with the interior "of the cylinder .throughv the restricted passage bei Thev operation of this device will now be 50 described. Fluid 'pressure'is supplied from a suitable sourcev through valvex13, through pipe 16,` through nipple 5b to passage 82in `cylinder head 5 and through this passage to nipple 5a into pipes 9 and 6 so that Huid pressure is always connected to the smaller cylinder '3 Yin accordance with diiierentialengine practice. Fluid pressure is also suppliedy throughconnection 10 to magnet valve 11 and through passage 107 into the space below plugV 108 where it is normally trapped when electrolnagnet valve 11 is de-energized which is the position shown in Fig. 13. Fluid pressure also iiows'from passage 82 through passages 83 and 84 to magnet valve 18 `by the wayof nipple84 .and passages 101 and 100.

Valve`102 is normallyunseated a'sshown in Fig. 12 so, that Huid pressure flows on through thespaeebetween plugs 99 and 104 to passagev 105 through nipple 81 and 5 'inallyv through port 81 in head 5 into the large cylinder 4. As a result the pressure/being the saine on both pistons and the pistonin cylinder 4 .beinglarger the parts ofY the .engine are in the position shown in Fig. 16 and the I various external partsconnected thereto are in the position shown yin Fig. 2 withthe door rclosed and locked. At this time the switch in casing 56 is closed. v:.Thus'the signal lights or devices connected thereto ai'e prop' causing the lower valve to move ofi' its lseatv on e plug 108. vFluid pressure then lows through the passage in plug 108, passage 110, nipple 12 through connection 12 into lock cylinder 19 VVmovin-gr lthe piston iorwardly. Since spring connection 2O is tightly coileditl actsas a rigid rod 'under' 'compression causing'lever 22'to operatein a counter-.clockwise direction 'and locking lever 25 to operate in a clockwise direction in viewfof the linkv con nection 24. Locking* lever 25 thus moves down to horizontal position inl Fig..2 toa point where the cam lock 28r moves in back of the` left projecting fend of rod 30 to hold the locking lever out of the path of the door. The movement of lever 22causes bar 48 to move downwardly from Fig. 2 or to the right ingFig. 7 moving contact pin 63 out of ven-V gagement with the contacts 64 and 65 to p`roperlycontrol the signal devices to indicate that' `the Idoors'.are at least unlocked if, not open.

Magnet valve 18 is then energizedr and as a result valve 102 is seatedand the upper valve moves off its seat on plug 104. The supply of luidpressure is thus cut oil from t'he larger cylinder by the closingfof passage 100 and,v

the cylinder is open to atmospherethrough passage 105, the valve at plug 104and the exhaust'passageat 106. Fluid pressure, of course, remains always on the smallercylinder. Asa result the pistons begin tomove 'to Ithe right, Fig. 16, causing the-counterclockwise rotation of shaft 38 with the-result that-arm 42 in Fig. 2 moves upwardly draw-v ing the door to then-left.v The pistons continue to move to the right until the washered cup 130 seats on cup r131The large' exhaust passage 80 is then cut ofi' and exhaust con tinues through the restricted passage 81a into passage 81 to effect aslower operation of the engine nea-r the end -o vits stroke. As a result v the doors are not brought suddenly to a stop at the end of their stroke. To close and lock the doors'bothfma-gnet valves which remain energized as long astlie doors are openk are de-energized. As a resultlock cylinder 19 is open to exhaust through the exhaust portsv 106 of valve 11 and thelarge cylinder4 ,is cut oitl from exhaust and connected to the fluid pressure source. In other words, both valves 11 and 18 when de-energized return to the positions shown in Figs. 13 andf12. The pistons then move to the left until they reach the position shown in Fig. 16 at which time the doors are closed. J ust as the doors reach the end of their closing strolie arm 35 on the rear edge of the door engages the bolt 33 on rod and moves it to the right, Fig. 2, out o1 the path of the cam lug 28 loosening locking lever 25. In the meantime, however, the spring in locking cylinder 19 has returned the piston to normal position placing spring 20 under tension. As soon as rod30 is 4moved out of the path of cam lug 28 spring 2O snaps the locking lever 25 back to normal and locking position and at the same time the switch in casing 56 is lclosed properly setting the signal in circuits.

If during closing operations the door strikes an object such as a passenger the engine may continue in its closing movement but the door will stop. This occurs because rod 42 slides in channel 41 to the rod in Fig. 4 comprising spring 47, rod 46 of course sliding through the support 44. When the pressure is removed from the doorspring 47 returns the parts to normal position causing the door to close or to catch up with the movement of the motor. As is` clear invFig. 2 when the door is closed arm 35 is spaced some distance from locking lever 25 so that if a person gets caughtin the door, or, it for any other desired reason, the door may be opened manually by pressure directly applied thereto or a distance equal to this space. In a practical system this space would be about 21,/2 inches so that each section of the door being manually movable this amount makes it possible to separate the sections of the doors 5 inches which is suf'- licient to permit the extraction of anarm or leg of a passenger if caught betweeny the door sections. f

If desired the door may be opened manually by means of lever 53. This is pulled upwardly in Fig. 2 causing lug 54 to engage pin 51 to eiect rotation of shaft 38 in the same manner that it is rotatedv by the pistons. Limited movement can only be eifected by lever 53`but this is suliicient to move arm 42 out of a horizontal and locking position so that when pressure is applied to the door it may be fully opened. The movement of collar 52 causes a corresponding movement of cam 55 which engages the pin 62 causing lever 59 to move to tho right, Fig. 7, so that contact pin 63 moves away from contacts 64 and 65 to give the signal that the doors are unlockedand possibly, open. This movement of lever 59 also pulls bar 48 to the right and through levers 22 and 24 and causes locking lever 25 to move back out of locking position so that the door may be fully opened. This also places spring 20 under tension sothatwhen the door Yis closed either by energizing valve- 18or by hand,locking lever 25 will move back to locking position when arm engages screw 33 i' on rod 30 to release the locking lever. Thus,

in a case of emergency, the door connected to the motor may be unlocked and lopened manually and the4 parts set for properlclosingoperation. Y l

@enter door engine The center door engine is,'in many respects, v quite similar 1n Vconstruction to the enddoor.

engine and for that reason all the corre-v sponding partshave been given the same reference numerals.v The additional featuresof the center door engine will now be described in connection with Figs. 14 to 2O inclusive. In this case the cylinderstructure andthe switch structure 4are the same as before'.v VIn vthis case, however, the locking lever 25 is omitted and the slidable bar 48 becomes the locking lever. In this casethe `sections of .the center doors operated by the engine are provided with bars 113V and 114 as shown in Fig. 20. These bars are operated in guides '115 and 1,16 which are mounted` adjacentthe tioned so that it may rest in the notch 48ar of the locking bar 48. l'Arm v134 isin the pathof pin '135 mounted on the dependent arm 134-whichis formed integral with the collar 39 to which the oppositely extending arms are secured. AAs shown in Fig.14

the arms 40 are connected by bars of links 111 and 112 to the door sections. AsV is clear in Fig. 19 a pin 136 is mounted on the motor casing and extendsthrough arm 133 and is provided with a spring 136a to normally causel counterclockwise rotation of the arms 133 and 134 on stud 132. As shown in Fig. 14 collar 52 is provided with an integral arm 117 Vto which a slidable rod 118 is pivotally connected. This rodV passes through a hole in arm 119 which is formed integral with a sleeve 121 pivotallymounted in any suitable manner on the engine. This sleeve is also provided Awith an arm 122 which eX- tends to a point so that lit overlies the pjin ofmagnet Vvalve 18. ,IA spring 1201s mounted` between loch nuts on rod 118 and rod 119 as is clear in Fig. 15. As before, bar

. 48 is pivotally connected to lever 59 to operate thel switch.

' In the operation of this form of engine magnet valve 11 is first Venergized as before so that lock cylinder 19 is supplied'with air.

As is clearin Fig. 20 as lthe piston moves downwardly the lever 22 moves in `clockwise l Vdirectioncausing lockingbar A48 to move up- Y f AitV wardly to withdraw it from the path ofbars 113 and 114. At the same time the switchV is opened through lever 59. now yunlocked andV the proper signals are given to indicate the fact. p Magnet valve 18 is then operated with the result that the f enginelis energized as before toopen the doors. When the doors arefully7 open arm 134, Fig. 19,'has, Vmoved in a clockwise direction so as toY freearms 134 and -133so that spring 136a mayv rotate these arms in Va counterclockwise direction. As soon as bar 48 is fully withdrawnthe lowerend of'arm 133 drops into notch `48a holding bar 48 locked in Vwithdrawn position. To-close the doors both magnet valves arevde-energized. As a result lock cylinder 19 Ais open to exhaust and the spring therein movesk the vpiston back. to normal position placing spring 20 y i under tension. However, locking bar 48 cannot move back toits normal position, Fig. 20,

because fit is llocked against niovementby lever V133. vThe motor is, therefore, freeV to close the doors in a manner similar to that already described since airr is supplied'to the larger cylinder bythe de-energization of magnet valve 18. Just as the doors are fully closed pin 135y on arm'- 134 strikes'ar'm 134 causing clockwise rotation of that arm and arm 133 lto move arm 133`out of the notch 48a of bar 48. This permits spring 20 to snap the bar to the position 'shown in Fig. 20 and at the same time the switch is closed. The

' doors are now closed and locked and the proper signal is given. ,Y

This engine may likewise be1 Yoperated by lever 53. Intliis case, however, the doors connected to the engines are not completely opened manually but magnet valve 18 is man'- ually operated instead of by an electric current. The first upward movementof lever 53, Fig.'15j, causes the switch in casing56 to be opened as before throughv the agency of cam v:55. At the same time locking bar 48 is withdrawnthrough its connection'vwith Y lever 59.v The movement Vof collar 52 through the movement of lever 53 causes the movement of rod 118 to the left, Fig. 15, causing lever 122 tok dip downwardly and push the pin of magnet valve 18 downwardly. As a result plunger 94 vmoves the valve rod 97 downwardly in the same manner as would occurif'electro-magnet vwinding v93 is energized. As a` result airis exhausted from the larger cylinder so that the pistons move to therightto open the doors. As 'before The doors are lever 133` may drop down into-the notch 48 to hold the locking bar 48 in' withdrawn position. Thus whereas in the end door engines the'leverv53 itself operates the parts in the center door engines it merely manually vunlocks the doors and mechanically operates the electro-magnet valve 18 so that the engine` will be operated by fluid pressure. In an emergency if fluid pressure is not available the doors may be manually unlocked with the center door formof engine freeing the doors sc that they may be opened by hand.

apparent ythat my invention resides in -certam principles 'of construction and Voperation whichnn'ay be carried out in other physi-,

to a position whenthe door is closed' forV preventing opening of the door when pressure is applied directlythereto, means for locking tlie'door in closed position, and 'man-v ual means connected to said operating member and locking means Vfor Y,unlocking the doorvand moving the links suiiiciently to v permit the opening of the door.

' 2. In a combination as described,- a movable door, amotive devicefor operating the door, connecting links between the motive device and the dooi` movable to a position when the door is closed for preventing opening of the door when pressure is applied directly thereto, means for locking thedoor in closed position, manual means connected to said links and locking means for unlocking the door and Ymoving the links suiiiciently to permit tlie'opening of the door, and means forming part ofthe link connection for al- .In view of the above disclosure it will be ,i

. n .85 v United' States lowing limited movement of the door whenV pressure'is applied thereto. y 3. A vcombination as described, comprising a pneumatic motor, a door, a connectionv betweenthe motor and the door, a locking lever, alock cylinder andjpiston', a resilient connection between the Vlock piston and the locking lever, means for supplying compressed air to the lock 'cylinder and for eX- liausting the air therefrom, and means cooperating'with the locking lever forholding it in unlocking position when operated by supplying compressed air to the lock cylinder, said springv connection being placed under tension when airis exhausted from theV lock cylinder so thatwhen the locking lever is released th'espring. connection. returns itV to locking position. v

4.. A combination as described, comprising a pneumatic motor, a door, a connection between the motor and the door, a locking lever for locking the door in closed position, motive means for operating the locking lever, a spring connection between the motive means and the locking lever, means cooperating with the locking lever for holding it in unlocking position, said spring being under tension when the locking lever is held in unlocking position and the motive means is deenergized, and means on the door and cooperating with said means to release the locking lever as the door approaches closed osition whereby said spring returns the loc ing lever to locking position.

5. A combination as described, comprising a pneumatic motor, a door, a connection between the motor and the door, a bar attached to the door, a locking lever mounted in the path of movement of said bar, means including a spring connection for moving the locking lever out of the path of said bar when pressure is applied to said spring, and means cooperating with the locking lever for holding it in withdrawn position against the pull of said spring connection produced by the return of said means to normal position.

6. A combination as described, comprising a pneumatic motor, a door, a connection between the motor and the door, a bar attached to the door, a locking lever mounted in the path of movement of said bar, means including a spring connection for moving the locking lever out of the path of said bar, means for holding the locking lever in unlocking position, said spring being under tension when said means returns to normal position, and means operated by said pneumatic motor for releasing the locking means so that the spring connection returns the locking bar to locking position when the door is substantially closed.

7. A combination as described, comprising a pneumatic motor, a door, a connection between the motor and the door, a member attached to the door, a locking lever mounted in the path of movement of said member to lock the door closed, electro-pneumatic means for withdrawing the locking lever out of the path of said member, means for holding the locking lever in withdrawn position, and manual means for withdrawing the locking lever out of the path of said member, said electro-pneumatic means including a spring connection to the locking lever for returning the locking lever when released to locking position whether withdrawn either by the electropneumatic means or the manual means.k

8. The combination as described, comprising a pneumatic motor, two doors arranged to move towards each other in opening, connections between the motor and the doors, bars attached to the adjacent edges of the doors, a locking lever arranged to lie between the ends of the bars to lock-the doors closed, and means for withdrawing the locking lever to unlock the doors before the motor operates.

9. The combination as described, comprising a pneumatic motor, two doors arranged to move in opposite directions, connections between the motor and the doors, bars attached to the doors, a locking lever arranged to be in the path of movement of the bars to lock the doors closed, means for withdrawing lthe y locking lever to vunlock the doors, spring means for returning the locking lever to locking position, means for holding the locking lever withdrawn holding said spring means under tension, and meansoperated by the pneumatic motor and cooperating with the locking means for 'releasing the locking bar so that the tension spring may return it to locking position when the motor moves the doors substantially to closed position. f

l0.. A combination as ldescribed comprising a pair of doors slidable towards eachother into overlapping relation when open, a motive device including a pair of aligned cylinders, connected pistons in said cylinders, a door operating member movable by said pistons, connections between said operating member and said doors, a. bar mounted on each of said doors on opposing edges, a locking bar mounted to slide between the ends of said bars -to loclr the doors closed, pneumatic meansfor withdrawing the locking lever fromlockin j position, and connections for supplying fluid' pressure to said pneumatic meansl when it is supplied to said motive device.

ll. In an apparatus for the type described, the combination comprising a pneumatic vmotor, a siidable door section, a connection between the motor and the door, a locking lever movably mounted in the path of the door, electro-pneumatic means for operating' the locking lever out of the path of the door, a closely wound spring connecting the electropneumatic means to the locking lever, whereby under pressure when moving the locking.11o

lever to unlocking position the spring is rigid, and means for holding the locking lever in unlocking position, said spring being under tension when the electro-pneumatic means returns to normal position while the locking 115 lever remains in unlocking position.

In testimony whereof I have hereunto set my hand on this 21st day of July A. D., 1931.

PARIS R. FORMAN. 

